This is a portion of a large body of work by A.B. Hopper and T. Kearney, published in 1962. Art Clowes gave this to me years ago. Charles Cooper has a lot of it on his site.
Prince Edward Island Railway – 1870 – 1920 – Historical Data
Revised To: January 15, 2005 A-169.01
Montreal, CN Synoptical History, 1960 – PRINCE EDWARD ISLAND RAILWAY (not incorporated) (an element of “Canadian Government Railways” owned by Canada and entrusted to “Canadian National Railway Company” for management and operation from January 20, 1923)
History: Act 34 Victoria Chapter 4, of the Statutes of the Colony of Prince Edward Island, passed April 17, 1871, authorized the construction as public Colonial works of a line of 3’- 6” gauge railway connecting Alberton with Georgetown, touching at Summerside and Charlottetown, with extension to Souris and Tignish. The construction and management of railways in the Colony was placed under the jurisdiction of three commissioners appointed by the Lieutenant Governor.
The railways, under contract and in course of construction in Prince Edward Island, became the property of the Dominion Government July 1, 1873, in accordance with the terms of Addresses from the Houses of the Parliament of Canada, and the Legislative Council and House of Assembly of Prince Edward Island, respectively, for admittance of Prince Edward Island into the Dominion of Canada, and were taken over on December 29, 1873 under the express provisions of the Imperial Order in Council of June 26. 1873. admitting Prince Edward Island into the Dominion.
The partly completed lines acquired by the Dominion Government on July 1, 1873 (Confederation) were:
- Charlottetown – Tignish 115.17
- Alberton Wye Switch – Alberton 1.69
- Royalty Junction – Souris 55.03
- Mount Stewart – Georgetown 24.07
- Total: 195.96
These lines were opened for regular traffic on January 4, 1875.
Dominion Act 45 Victoria Chapter 15, May 17, 1882, authorized construction of a branch line to a point between Emerald Junction and Carleton Cove, about 12.00 miles. This line was opened for operation on January 22, 1885.
Dominion Act 62 – 63 Victoria Chapter 4, August 11, 1899, authorized construction of a railway from a point on the Prince Edward Island Railway at or near Charlottetown to Murray Harbour as a public work, including a bridge to serve both railway and public highway purposes over Hillsborough River, towards which the Province was to share in the cost. This line of about 47.66 miles was opened for traffic on November 1, 1905.
Dominion Act 7 – 8 Edward VII Chapter 54, July 20, 1908, authorized construction of a branch from Harmony to Elmira,about 9.85 miles.
Note:
Under Dominion Act 49 Victoria Chapter 92, June 2, 1886 Northumberland Straits Tunnel Railway Company was incorporated to build a tunnel and railway under Northumberland Straits from Cape Tormentine in NB to convenient point in PEI.
The incorporators of this scheme approached the Dominion Government with a proposition to build the tunnel as outlined in above Act and to “take the Prince Edward Island Railway off the hands of the Federal Authorities.”
The Government appointed a noted British Engineer, Sir Douglas Fox, to investigate the merits and possibilities of the plan, and he made a comprehensive report in the matter in 1891. Nothing definite was done towards construction.
In the years following much petitioning and correspondence on behalf of Prince Edward Island was kept up, looking to better communication with the mainland of Canada, and many plans were submitted along different lines, including suggestions for a “causeway” across the Straits.
Finally, after further expert surveys and inquiries, an ice-breaking car ferry the “SS. Prince Edward Island” was constructed for the Dominion Government in 1913-14. This vessel was capable of a year-round service.
In 1930, on account of increased traffic, a second car ferry became a necessity, and the “SS. Charlottetown” was built and added to the service across Northumberland Straits.
The Prince Edward Island Railway was originally built to a 3’- 6” gauge. On December 12, 1917 new terminal facilities were opened at Borden replacing those at Cap Traverse. A third rail was laid to allow cars of each gauge to be handled on the same track. During the process of transition from narrow gauge to standard gauge between 1919 and 1926 traffic moved on both gauges by means of a third rail in the track. The date of conversion from narrow to standard gauge was as follows:
- Charlottetown – Summerside and Ayre 47.48 miles – September 18, 1919
- Emerald Junction – Borden & Wye 12.80 miles – September 18, 1919
- Summerside – Tignish and Alberton Junction 68.09 miles – August 1, 1923
- Royalty Junction – Souris & Harmony Junction Wye 55.13 miles – September 30, 1926
- Mount Stewart Junction – Georgetown 24.07 miles – September 30, 1926
- Montague Junction – Montague and Wye 6.56 miles – September 30, 1926
- Harmony Junction – Elmira 9.85 miles – September 30, 1926
- Charlottetown – Murray Harbour 47.66 miles – September 29, 1930
- Lake Verde – Vernon and Wye 4.59 miles – September 29, 1930
- Total 276.23 miles
The Prince Edward Island Car Ferry Terminals, situated at Cape Tormentine, NB and Port Borden, PEI, were constructed by the Dominion Government, and prior to 1933 these facilities together with the steamers in the car ferry service between the Terminals were operated as part of and in connection with The Intercolonial Railway and the Prince Edward Island Railway of the Government Railways. As such they were included in the entrustment for management and operation of Canadian Government Railways to Canadian National Railway Company under Dominion Order in Council P.C. 115 dated January 20, 1923.
In the report of the Royal Commission on Maritime Claims submitted under date of September 23, 1926 it was recommended that so far as the ferryboat service was concerned, it should not be run as part of the railway operations, but should be run by the railway administration under separate account for the department. It was felt that, by reason of its association with railway accounts the service was not getting the attention it should receive.
Dominion Order in Council P.C. 904, May 16, 1933, directed that as a condition of entrustment of management and operation to Canadian National Railway Company, the Company shall keep the accounts respecting revenues and expenses of the Prince Edward Island Car Ferry Terminals and the steamers in the car ferry service between the Terminals separately from all other accounts respecting the construction, operation or management of the railways. This separation has been maintained since January 1, 1933.
Effective January 1, 1938 the cost of operating the Prince Edward Island Ferry Service has been provided as a direct obligation of the Government, and separate appropriations are provided in the Estimates of the Department of Transport to cover the operating deficit. Amounts received from the Government in this respect are credited to railway operating revenues. Consequently, the net result in the railway accounts is the same as though the revenues and expenses relating to operation of the Car Ferry Service were excluded from the railway accounts.
S .S. Prince Edward Island:
Dominion Act 3-4 George V April 2, 1913 provided funds for a Car Ferry (named the “S. S. Prince Edward Island”) which was completed in 1915, and provided facilities for the movement across the Strait of Northumberland of both freight and passenger rolling stock, thus permitting faster movement and avoiding costs entailed in transhipping at Strait ports.
This vessel has a gross tonnage of 2795 tons, and is placed in service as a second Car Ferry across the Strait of Northumberland during the busy summer seasons, and also in replacement of the M. V. Abegweit while the latter vessel is in drydock each year.
S. S. Charlottetown:
In 1929 arrangements were made for the construction of a new Car Ferry (named the “S. S. Charlottetown”) which was completed and put into service July 26, 1931. The vessel was owned by the Dominion Government.
This vessel had a carrying capacity of 16 railway cars, 41 automobiles, and 800 passengers.
On June 18, 1941, the S. S. Charlottetown was lost offshore from Port Mouton, NS, while proceeding to Saint John for annual drydocking. The vessel was abandoned to the underwriters and proceeds from insurance were collected and remitted to the Receiver General. The S. S. Prince Edward Island was then placed in full time service again.
M. V. Abegweit:
Dominion Order in Council P.C. 2640, April 1, 1943, authorized the construction of a new ice-breaker–! Railway Car – Highway Vehicle – Passenger Ferry Vessel for the Prince Edward Island Car Ferry Service, and the Department of Transport supplementary estimates 1943-44 provided an appropriation of $3,000,000 for this purpose. This vessel was named “M. V. Abegweit”, and was taken over for operation on August 11, 1947.
The Abegweit, when constructed, was believed to be the world’s largest and most powerful ice-breaking car ferry. She is a quadruple screw motorship, powered by sixteen diesel engines operating two propellers at the stern and two at the bow, and has a service speed of approximately 16 knots. With a gross tonnage of 6,694 tons “M. V. Abegweit” has a carrying capacity of 19 railway cars, 60 automobiles and 950 passengers.
Dominion Government investment PEI Car Ferry & Terminals:
As at March 31, 1948:
- Borden Terminal Facilities $ 3,817,284.
- Tormentine Terminal Facilities 4,175,821.
- S. S. Prince Edward Island 705,522.
- M. V. Abegweit 6,564,822.
- Residue of cost S. S. Charlottetown 1,194,145. (after applying insurance recovered)
- Total $16,457,594.
PEI Railway property investment:
As at December 31, 1960: (excludes Car Ferry and Terminals)
Road $10,765,984.
In addition to the lines originally acquired the following branches were constructed and opened for traffic.
- Original lines acquired 195.96 miles
- Emerald Junction to Cape Traverse January 22, 1885 12.00 miles
- Charlottetown to Murray Harbour November 1, 1905 47.66 miles
- Lake Verde to Vernon November 1, 1905 4.43 miles
- Montague Junction to Montague July 1, 1906 6.33 miles
- Harmony to Elmira November 25, 1912 9.85 miles
- Mile 9.38 to Borden December 12, 1917 3.27 miles
- Various Wyes .76 miles
- Total 280.26 Miles
Abandonments
- Mile 9.38 to Cape Traverse 1917 2.12 miles
- Alberton Branch 1927 1.41 miles
- Hillsborough Bridge 1951 1.49 miles
- Total 5.52 Miles
Mileage in operation December 31, 1960 274.74 Miles